EP1626206B1 - Torque split transmission for motor vehicles - Google Patents
Torque split transmission for motor vehicles Download PDFInfo
- Publication number
- EP1626206B1 EP1626206B1 EP05016035A EP05016035A EP1626206B1 EP 1626206 B1 EP1626206 B1 EP 1626206B1 EP 05016035 A EP05016035 A EP 05016035A EP 05016035 A EP05016035 A EP 05016035A EP 1626206 B1 EP1626206 B1 EP 1626206B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- transmission
- gear
- shaft
- power
- power branching
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Not-in-force
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
- F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
- F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
- F16H2037/0886—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft with switching means, e.g. to change ranges
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
- F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
- F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/42—Control of exclusively fluid gearing hydrostatic involving adjustment of a pump or motor with adjustable output or capacity
- F16H61/435—Pump capacity control by electric actuators
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19228—Multiple concentric clutch shafts
Definitions
- the invention relates to a power split transmission for motor vehicles according to the preamble of patent claim 1.
- the power split transmission has a mechanical branch, a hydrostatic branch and one or more planetary gearboxes, through which the mechanical power component and the hydrostatic power component are brought together again.
- the coupling device is embodied as a multiple-clutch device, in particular a double-clutch device, with a first clutch arrangement assigned to a first transmission input shaft and a second clutch arrangement assigned to a second transmission input shaft.
- a powertrain having an internal combustion engine is incorporated, which cooperates with a dual-clutch transmission or powershift transmission.
- a double clutch is provided, from which extends an input shaft to said transmission.
- an output shaft is provided which drives wheels of a rear axle.
- the generic US 3,918,325 A (Applicant: Clark Equipment Company, filing date: 21.07.1974) describes a variable speed transmission having two transmission paths and with two continuously variable speed ranges and an extended, completely fixed power output range, a transmission path comprising a variable speed device.
- the DE 102 48 400 A1 (Applicant: ZF Friedrichshafen AG, filing date: 17.10.2002) concerns a power-split, continuously variable automatic transmission for a motor vehicle.
- three driving ranges are provided, wherein two driving ranges are designed as power-split regions, in which a part of the drive power via the continuously variable transmission and a second part of the drive power is positively-mechanically directed to the output shaft.
- the US 2003/060 318 A1 (Applicant: Jacto Ltd., priority date: 27.09.2001) describes a continuously variable transmission for a self-propelled vehicle, in particular continuously variable power split transmission, which is particularly suitable for front-wheel drive vehicles.
- the DE 100 21760 A1 discloses a continuously variable transmission for motor vehicles, in particular for working machines.
- the transmission consists of a continuously variable power branch with a variator as a belt transmission and a planetary gear as a summation gear.
- a clutch K1 takes on the task to be able to direct the rotational speed of the variable sun gear 16 and the rotational speed of the constant planetary carrier to the transmission output shaft 19. Based on its function, the coupling K2 is explained.
- the built in conjunction with the ring gear 18 clutches K1 and K2 are necessary for the implementation of the different translations.
- the EP0 564 003 A1 (Applicant: Jarchow, priority date: 30.11.1987) describes a continuously variable hydrostatic-mechanical powershift transmission.
- the drive shaft Of the multi-shaft planetary gear set the ring gear of a first planetary stage and a second planetary stage and the planet carrier of a third planetary stage, the drive shaft.
- the sun gear of the first planetary gear is connected to a shaft.
- the sun gear of the second planetary stage form a starting shaft, the ring gear of the third planetary stage a fast-running coupling shaft A for the 1st and 3rd gear and the planet carrier of the first and second planetary gears the slow-running coupling shaft for the 2nd and 4th gear.
- the same rear-shift stage is used, and the same rear-shift stage is used for the 2nd and 3rd gear.
- the DE 199 05 447 A1 discloses a power split continuously variable transmission having multiple shift ranges with a hydrostatic or mechanical converter.
- a mechanical converter in particular in the form of a belt drive and preferably positive field couplings, the document proposes a safety device which is arranged in a transmission member of the stepless power branch.
- the safety device causes a momentary torque interruption or torque reduction with preferably selectively metered torque curve on a gear member, z. B. a drive shaft, the continuously variable converter.
- the US Re 33,126 (Inventor: Wittke, filing date: 05.10.1988) focuses exclusively on a CVT transmission. Like a device after US Re. 33126 is to operate exactly, the publication can not be found. It is spoken in the publication only in general by a primary drive, not shown. What kind of automotive engine is the US Re 33,126 not be removed.
- the US 6,361,463 B1 (Patentee: Kanzaki Kokyukoki Mfg. Co. Ltd .; priority date: 17.05.1999) discloses two embodiments in the FIGS. 1 and 9.
- the hydraulic control of the embodiment according to FIG. 1 you can do that Figures 2 . 3 and 6.
- FIG. 6 shows the oil pressure conditions in a line with the reference numeral 77.
- the oil pressure line 77 is according to FIG. 2 the supply to the switching valves 78a-78d.
- the clutches 43-46 are interchangeable clutches in which the clutch to be opened undergoes its oil drain throttled via the throttle 91a.
- a Kochblend réellekeit by controlling the magnet of the different valves should not be possible in a circuit realization as set out in the document. Consequently, the US 6,361,463 B1 a transmission with a classic mechanical change gear before.
- FIG. 1 shows two multi-plate clutch systems, the once as “high range dutch” and once as “low range brake” in FIG. 1 are titled.
- the described as “low range brake” coupling with the cup-like part 120 is described in detail in their mechanical structure.
- the brake for the shaft 86 not only brakes the drive shaft of the sun gear 84, but with the aid of the clutch a range shift for the transmission, ideally in the ratio 1: 2, accomplished.
- a continuously operating easily manufacturable power split transmission is designed, which works with traction interruption-free change the transmission ratio of maximum speed when reversing to maximum speed when driving forward, it is possible from a standstill to approach.
- the control drive preferably the hydrostatic device.
- the size of the hydrostatic device can be determined primarily by the required tensile forces and the allowable differential pressure of the hydrostatic device. Thanks to the translations in the summation planetary gear it is possible to keep the displacement volume in the constant motor of the hydrostatic device relatively small. In addition, excellent transmission efficiency is achieved through low hydrostatic power components, especially at higher speeds and higher speeds.
- the power take-off gearbox is suitable for work machines - tractors, construction machinery -, handling vehicles - telehandlers, forklifts - and vehicles for stop-and-go operation - city buses, delivery vehicles, municipal vehicles.
- said transmission can be used in passenger cars and commercial vehicles, where there are special requirements in terms of driving and ease of use.
- a non-illustrated motor vehicle by a work machine - tractor, construction machine -, a handling vehicle - Telehandler, stacker or an example.
- In stop and go operation vehicle - city bus, delivery vehicle or municipal vehicle - has a power split transmission 1 with one driven by an internal combustion engine Input shaft 2 on.
- the power split transmission 1 is equipped with a plurality of branches ZI, ZII and ZIII, of which the first branch I has a power shift transmission 3 comprising four gears G1, G2, G3 and G4.
- the second branch II is designed as a control device 4, which cooperates with an output shaft 6 through the intermediary of a third branch III forming as Summierplanetengetriebe 5 formed gear unit.
- the control device 4 is designed in such a way that, on the one hand, the direction of rotation of the output shaft 6 for forward travel or reverse travel is variable during the starting process of the motor vehicle. On the other hand, the output shaft 6 can be infinitely adjusted during the starting process and switched gears - G1, G2, G3 and G4.
- the control device 4 is formed by a hydrostatic device 7, wherein it is also conceivable for the control device 4 to use an electric motor.
- the hydrostatic device 7 has an adjusting device 8 having an adjusting device Se and a constant-speed motor 9 (with defined requirements, the constant-displacement motor can also be an adjusting motor); the latter can be combined to form a compact and easily assembled unit 10.
- the variable displacement pump 8 is driven by a two gear wheels 11 and 12 comprehensive spur gear 13, which cooperates with the input shaft 2.
- gear 11 is connected to the input shaft 2 and gear 12 with a first shaft 14 of the variable displacement pump 8.
- Constant motor 9 of hydrostatic device 7 drives a sun gear 16 of the three-shaft summing planetary gear 5 via a second shaft 15.
- a ring gear 17 of the summation planetary gear 5 cooperates with a power shiftable ring gear clutch 18, which is fastened to a housing 19.
- the ring gear 17 is connected to a countershaft 20 of the type of a double-clutch transmission 21 power shift transmission 3, which countershaft 20 gears 22, 23, 24 and 25 carries for the gears G1, G2, G3 and G4.
- the countershaft 20 is designed as a hollow shaft 26, in which the second shaft 15, which extends between constant-motor 9 and sun gear 16 of the Summierplanetengetriebes 5 extends.
- the input shaft 2 of the power split transmission 1 acts by means of a first clutch 27 and a second clutch 28 of the dual clutch transmission 21 together.
- the first powershift clutch 27 is coupled to a first transmission shaft 29 and the second powershift clutch 28 is coupled to a second transmission shaft 30.
- the first gear shaft 29 is designed as a hollow shaft 31, which surrounds the second gear shaft 30 at least in sections.
- loose wheels 32, 33, 34 and 35 are mounted, wherein on the first gear shaft 29, the idler gears 32 and 33 are mounted for the gears G1 and G3; on the second transmission shaft 30, the idler gears 34 and 35 for the gears G2 and G4.
- synchronizing devices 36 and 37 are provided, which become effective when the gears G1, G2, G3 and G4 are engaged.
- the synchronization devices 36 and 37 can be replaced by appropriately designed clutches.
- the first clutch 27 and the second clutch 28 of the dual-clutch transmission 21 are open; as well as the ring gear 18.
- the variable displacement pump 8 of the hydrostatic device 7 is driven according to the speed of the internal combustion engine.
- the second shaft 15 of the constant-speed motor 9 is stationary or has speed 0 on.
- the speed and the direction of rotation of the output shaft 6 is determined solely by the speed and direction of rotation of the sun gear 16 of the Summierplanetengetriebes 5.
- the sun gear 16 drives. From standstill of the motor vehicle - output variable of the starting process - said motor vehicle is driven purely hydrostatically. Due to the hydrostatic device 7, it is possible to operate the motor vehicle in both directions of travel - forward drive and reverse drive - as a function of the selected gear ratios of the summation planetary gear 5 and the rotational speed design of the hydrostatic device 7.
- the sun gear 16 rotates in the opposite direction to the ring gear 17. It is worth noting that by changing the speed of the sun gear 16 of rotation against the direction of rotation of the ring gear 17 and in the same direction of the ring gear 16, in each case up to the maximum speed Translation of the power shift 1 can be adjusted continuously.
- Fig. 2 is a speed diagram of the power split transmission 1, wherein on the abscissa 38, the speed in km / h and on the ordinate 39, the function of the hydrostatic drive 7 alone or at switched gears G1, G2, G3 and G4 are plotted. Thereafter, during the starting process of the motor vehicle, the hydrostatic device 7 for forward travel and reverse travel in the range of 0 km / h to about 8 km / h alone continuously variable - horizontal bar BI -.
- the hydrostatic device 7 operates in the gears G1, G2, G3 and G4 in speed ranges according to the horizontal bars BII, III, BIV and BV ie: G1 from 2 to 16 km / h, G2 from 12 to 26 km / h, G3 from 22 to 36 km / h and G4 from 34 to 48 km / h.
- a power split transmission 40 in principle as the power split transmission 1 according to Fig. 1 built up.
- the power split transmission 40 is provided with three gears G1, G2 and G3 and a mechanical reverse gear Rg which is between a second transmission shaft 41 and a countershaft 42 of a dual-clutch transmission 43 is arranged; a hydrostatic device is designated 44 and an output shaft 45.
- a hydrostatic device is designated 44 and an output shaft 45.
- a power split transmission 46 has a drive shaft 47 which is connected via a spur gear 48 with a first gear shaft 49 and a second gear shaft 50 of a Doppetkupptungsgetriebes 51 in operative connection.
- the dual-clutch transmission 51 comprises a first clutch 52 and a second clutch 53, which cooperate with the first transmission shaft 49 and the second transmission shaft 50, respectively.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Arrangement Of Transmissions (AREA)
- Transmission Devices (AREA)
- Control Of Transmission Device (AREA)
Description
Die Erfindung bezieht sich auf ein Leistungsverzweigungsgetriebe für Kraftfahrzeuge nach dem Oberbegriff des Patentanspruchs 1.The invention relates to a power split transmission for motor vehicles according to the preamble of patent claim 1.
Es ist ein hydromechanisches Getriebe bekannt,
In der
Aus der
Gemäß der
Die gattungsgemäße
Die
Die
Die
Die
Die
Die
Die
Von den zahlreichen, unterschiedlichen Ausführungsbeispielen in der
Abschließend sei auf die
Es ist Aufgabe der Erfindung ein hochwirksames Lastschaltgetriebe für Kraftfahrzeuge zu schaffen, das vielfältige Anwendungsmöglichkeiten bietet und sich durch einfachen konstruktiven Getriebeaufbau auszeichnet.It is an object of the invention to provide a highly efficient power shift transmission for motor vehicles, which offers a variety of applications and is characterized by simple structural gear design.
Diese Aufgabe wird erfindungsgemäß durch die Merkmale des Patentanspruchs 1 gelöst. Weitere, die Erfindung ausgestaltende Merkmale sind in den Unteransprüchen bzw. Anspruch 18 enthalten, der ein Verfahren zum Betrieb eines Lastschaltgetriebes unter Schutz stellt.This object is achieved by the features of claim 1. Further, the invention ausgestaltende features are included in the subclaims or
Die mit der Erfindung hauptsächlich erzielten Vorteile sind darin zu sehen, dass ein stufenlos arbeitendes leicht herstellbares Leistungsverzweigungsgetriebe konzipiert ist, das mit zugkraftunterbrechungsfreier Veränderung der Getriebe-Übersetzung von maximaler Geschwindigkeit bei Rückwärtsfahrt bis zur maximalen Geschwindigkeit bei Vorwärtsfahrt arbeitet, wobei es möglich ist aus dem Stillstand anzufahren. Dabei ist genaues Positionieren und Rangieren des Kraftfahrzeugs durch den Steuerantrieb, vorzugsweise die Hydrostateinrichtung, sichergestellt. Auch kann die Größe der Hydrostateinrichtung primär durch die erforderlichen Zugkräfte und den zulässigen Differenzdruck der Hydrostateinrichtung bestimmt werden. Dank der Übersetzungen im Summierplanetengetriebe besteht die Möglichkeit das Verdrängungsvolumen im Konstantmotor der Hydrostateinrichtung relativ klein zu halten. Darüber hinaus wird ein vorzüglicher Getriebewirkungsgrad erzielt, und zwar durch geringe hydrostatische Leistungsanteile, insbesondere bei höheren Gängen und höheren Geschwindigkeiten. Darstellbar sind ferner erforderliche Getriebespreizungen mit beliebiger Anzahl von mechanischen Übersetzungsstufen. Schließlich ist in Verbindung mit der Hydrosteinrichtung auch noch eine Retarderfunktion verwirklichbar. Darüber hinaus ist das Leistungsverzweigungsgetriebe für Arbeitsmaschinen - Traktoren, Baumaschinen -, Handlingfahrzeugen - Telehandler, Stapler - und Fahrzeuge für Stop and Go Betrieb - Stadtbusse, Zustellfahrzeuge, Kommunalfahrzeuge - geeignet. Und schließlich kann besagtes Getriebe bei Personenkraftwagen und Nutzfahrzeugen eingesetzt werden, wo besondere Anforderungen bezüglich Fahr- und Bedienkomfort bestehen.The advantages achieved by the invention are to be seen in the fact that a continuously operating easily manufacturable power split transmission is designed, which works with traction interruption-free change the transmission ratio of maximum speed when reversing to maximum speed when driving forward, it is possible from a standstill to approach. In this case, accurate positioning and maneuvering of the motor vehicle is ensured by the control drive, preferably the hydrostatic device. Also, the size of the hydrostatic device can be determined primarily by the required tensile forces and the allowable differential pressure of the hydrostatic device. Thanks to the translations in the summation planetary gear it is possible to keep the displacement volume in the constant motor of the hydrostatic device relatively small. In addition, excellent transmission efficiency is achieved through low hydrostatic power components, especially at higher speeds and higher speeds. Represented are also required gear spreads with any number of mechanical gear ratios. Finally, in conjunction with the Hydrosteinrichtung also a retarder function can be realized. In addition, the power take-off gearbox is suitable for work machines - tractors, construction machinery -, handling vehicles - telehandlers, forklifts - and vehicles for stop-and-go operation - city buses, delivery vehicles, municipal vehicles. And finally, said transmission can be used in passenger cars and commercial vehicles, where there are special requirements in terms of driving and ease of use.
In den Zeichnungen werden Ausführungsbeispiele der Erfindung gezeigt, die nachstehend näher beschrieben sind.In the drawings, embodiments of the invention are shown, which are described in more detail below.
Es zeigen
-
Fig. 1 einen schematischen Längsschnitt durch eine erste Ausführungsform eines Leistungsverzweigungsgetriebes, -
Fig. 2 ein Geschwindigkeitsdiagramm für das Leistungsverzweigungsgetriebe nachFig. 1 . -
Fig. 3 eine Ansicht entsprechendFig. 1 einer zweiten Ausführungsform eines Leistungsverzweigungsgetriebes, -
Fig. 4 ein Geschwindigkeitsdiagramm für das Leistungsverzweigungsgetriebe nachFig. 3 , -
Fig. 5 eine Ansicht entsprechendFig. 1 einer dritten Ausführungsform eines Leistungsverzweigungsgetriebes.
-
Fig. 1 a schematic longitudinal section through a first embodiment of a power split transmission, -
Fig. 2 a speed diagram for the power split transmission afterFig. 1 , -
Fig. 3 a view accordinglyFig. 1 a second embodiment of a power split transmission, -
Fig. 4 a speed diagram for the power split transmission afterFig. 3 . -
Fig. 5 a view accordinglyFig. 1 a third embodiment of a power split transmission.
Ein nicht näher dargestelltes Kraftfahrzeug, das durch eine Arbeitsmaschine - Traktor, Baumaschine -, ein Handlingfahrzeug - Telehandler, Stapler oder ein bspw. im Stop and Go Betrieb wirkendes Fahrzeug - Stadtbus, Zustellfahrzeug oder Kommunalfahrzeug - weist ein Leistungsverzweigungsgetriebe 1 mit einer von einer Brennkraftmaschine angetrieben Eingangswelle 2 auf. Das Leistungsverzweigungsgetriebe 1 ist mit mehreren Zweigen ZI, ZII und ZIII ausgestattet, wovon der erster Zweig I ein vier Gänge G1, G2, G3 und G4 umfassendes Lastschaltgetriebe 3 besitzt -
Die Steuereinrichtung 4 ist in der Weise ausgebildet, dass beim Anfahrvorgang des Kraftfahrzeugs einerseits die Drehrichtung der Abtriebswelle 6 für Vorwärtsfahrt bzw. Rückwärtsfahrt veränderbar ist. Andererseits lässt sich beim Anfahrvorgang und geschalteten Gängen - G1, G2, G3 und G4 - die Abtriebswelle 6 stufenlos verstellen. Die Steuereinrichtung 4 wird durch eine Hydrostateinrichtung 7 gebildet, wobei auch denkbar ist für die Steuereinrichtung 4 einen Elektromotor zu verwenden.The control device 4 is designed in such a way that, on the one hand, the direction of rotation of the
Die Hydrostateinrichtung 7 besitzt eine eine Stelleinrichtung Se aufweisende Verstellpumpe 8 und einen Konstantmotor 9 (bei definierten Anforderungen kann der Konstantmotor auch ein Verstellmotor sein); letztere können zu einer kompakten und einfach zu montierenden Baueinheit 10 zusammengefasst sein. Die Verstellpumpe 8 wird von einem zwei Zahnräder 11 und 12 umfassenden Stirnradgetriebe 13 angetrieben, das mit der Eingangswelle 2 zusammenarbeitet. Dabei ist Zahnrad 11 mit der Eingangswelle 2 und Zahnrad 12 mit der einer ersten Welle 14 der Verstellpumpe 8 verbunden.The
Der Konstantmotor 9 der Hydrostateinrichtung 7 treibt über eine zweite Welle 15 ein Sonnenrad 16 des drei Wellen umfassenden Summierplanetengetriebes 5 an. Ein Hohlrad 17 des Summierplanetengetriebes 5 wirkt mit einer lastschaltbaren Hohlradkupplung 18 zusammen, die an einem Gehäuse 19 befestigt ist. Das Hohlrad 17 ist mit einer Vorgelegewelle 20 des nach Art eines Doppelkupplungsgetriebes 21 ausgebildeten Lastschaltgetriebes 3 verbunden, welche Vorgelegewelle 20 Zahnräder 22, 23, 24 und 25 für die Gänge G1, G2, G3 und G4 trägt. Die Vorgelegewelle 20 ist als Hohlwelle 26 ausgeführt, in der die zweite Welle 15, die sich zwischen Konstantmotor 9 und Sonnenrad 16 des Summierplanetengetriebes 5 erstreckt, verläuft.Constant motor 9 of
Die Eingangswelle 2 des Leistungsverzweigungsgetriebes 1 wirkt mittels einer ersten Schaltkupplung 27 und einer zweiten Schaltkupplung 28 des Doppelkupplungsgetriebes 21 zusammen. Hiervon ist die erste lastschaltbare Schaltkupplung 27 mit einer ersten Getriebewelle 29 und die zweite lastschaltbare Schaltkupplung 28 mit einer zweiten Getriebewelle 30 gekoppelt. Zur konstruktiven Vereinfachung ist die erste Getriebewelle 29 als Hohlwelle 31 gestaltet, die die zweite Getriebewelle 30 zumindest abschnittsweise umgibt. Auf der ersten Getriebewelle 29 und der zweiten Getriebewelle 30 sind Losräder 32, 33, 34 und 35 gelagert, wobei auf der ersten Getriebewelle 29 die Losräder 32 und 33 für die Gänge G1 und G3 gelagert sind; auf der zweiten Getriebewelle 30 die Losräder 34 und 35 für die Gänge G2 und G4. Zwischen den Losrädern 32 und 33 bzw. den Losrädern 34 und 35 sind Gleichlaufeinrichtungen 36 und 37 vorgesehen, die bei Zuschaltung der Gänge G1, G2, G3 und G4 wirksam werden. Die Gleichlaufeinrichtungen 36 und 37 können durch entsprechend ausgeführte Schaltkupplungen ersetzt werden.The
Beim Anlassvorgang der auf das Leistungsverzweigungsgetriebes 1 einwirkenden und mit Konstantdrehzahl arbeitender Brennkraftmaschine sind die erste Schaltkupplung 27 und die zweite Schaltkupplung 28 des Doppelkupplungsgetriebes 21 geöffnet; ebenso die Hohlradkupplung 18. Über das Stirnradgetriebe 13 wird die Verstellpumpe 8 der Hydrostateinrichtung 7 entsprechend der Drehzahl der Brennkraftmaschine angetrieben. Die Stelleinrichtung Se der Verstellpumpe 8 ist auf einen Schwenkwinkel mit der Kennzeichnung N (=0) gestellt; es erfolgt keine Förderung von Hydraulikmedium zum Konstantmotor 9. Die zweite Welle 15 des Konstantmotors 9 steht still bzw. weist Drehzahl 0 auf. Durch Schließen der Hohlradkupplung 18 wird das Hohlrad 17 am Summierplanetengetriebe 5 mit dem Gehäuse 19 verbunden und der Kraftfluss zwischen Brennkraftmaschine und den Rädern des Kraftfahrzeugs geschlossen. Dabei wird die Drehzahl und die Drehrichtung der Abtriebswelle 6 allein durch die Drehzahl und Drehrichtung des Sonnenrads 16 des Summierplanetengetriebes 5 bestimmt. Unter dem Einfluss der Veränderung des geförderten Ölvolumens der Verstellpumpe 8 durch Verstellung des Schwenkwinkels der Stelleinrichtung Se wird der Konstantmotor 9 mit Hydraulikmedium versorgt, welcher Konstantmotor 9 das Sonnenrad 16 antreibt. Aus dem Stillstand des Kraftfahrzeugs - Ausgangsgröße des Anfahrvorgangs - wird besagtes Kraftfahrzeug rein hydrostatisch angetrieben. Aufgrund der Hydrostateinrichtung 7 besteht die Möglichkeit das Kraftfahrzeug in beide Fahrtrichtungen - Vorwärtsfahrt und Rückwärtsfahrt - in Abhängigkeit der gewählten Übersetzungsverhältnisse des Summierplanetengetriebes 5 und der Drehzahlauslegung der Hydrostateinrichtung 7 zu betreiben.During the starting process of acting on the power split transmission 1 and operating at constant speed internal combustion engine, the first clutch 27 and the
Nach dem Anfahrvorgang über die Hydrostateinrichtung 7 erfolgt ein Umschaltvorgang in den ersten Gang G1, wobei über die Gleichlaufeinrichtung 36 das Losrad 32 mit der ersten Getriebewelle 29 drehfest verbunden wird. In diesem Betriebszustand wird die Hohlradkupplung 19 geöffnet und die erste Schaltkupplung 27 wird überlappend geschlossen. Dadurch wird das Hohlrad 17 des Summierplanetengetriebes 5 mit der ersten Getriebewelle 29 verbunden und eine definierte Drehzahl erreicht. Während dieses Umschaltvorgangs wird durch anpassende Verstellung des Schwenkwinkels der Stelleinrichtung Se der Verstellpumpe 8 die Drehzahl und die Drehrichtung des Konstantmotors 9 permanent an die Drehzahländerung des Hohlrads 17 angepasst, und zwar mit dem Ergebnis, dass nach Beendigung des Umschaltvorgangs eine vergleichbare Getriebe- Gesamt-Übersetzung wie beim Antrieb über die Hydrostateinrichtung 7 vorliegt. In diesem Betriebszustand dreht sich das Sonnenrad 16 in Gegenrichtung zum Hohlrad 17. Hierbei ist erwähnenswert, dass durch Veränderung der Drehzahl des Sonnenrads 16 von Drehung entgegen der Drehrichtung des Hohlrads 17 und in gleicher Richtung des Hohlrads 16, und zwar jeweils bis zur maximalen Drehzahl die Übersetzung des Lastschaltgetriebes 1 stufenlos eingestellt werden kann.After the starting process via the
Nach Erreichen der maximalen Geschwindigkeit im ersten Gang G1 dreht das Hohlrad 17 entsprechend derim Doppelkupplungsgetriebe 21 gewählten Übersetzungsstufe und das Sonnenrad 16 dreht in gleicher Richtung wie das Hohlrad 17 mit entsprechend hoher Drehzahl, und es erfolgt der Umschaltvorgang in den nächst höheren Gang mit folgendem Ablauf:
- Gleichlaufbeginn des nächsten Gangs - G2, G3, G4 - durch Betätigung der Gleichlaufeinrichtungen 36 und 37 an einer der lastfreien ersten oder zweiten Getriebewellen 29
oder 30; - Schalten von einer der Getriebewellen - 29 oder 30 - auf die andere Getriebewelle - 29 oder 30 - durch überlappendes Öffnen und Schließen der Schaltkupplungen - 27 oder 28 - und gleichzeitiger Anpassung der Drehzahl des Konstantmotors 9, damit am Ende des Umschaltvorgangs wiederum ungefähr dieselbe Übersetzung wie vor dem Umschaltvorgang vorliegt;
- Nachdem der Umschaltvorgang vollzogen ist, erfolgt die Veränderung des Getriebe-Übersetzungsverhältnisses durch Veränderung der Drehzahl des Konstantmotors 9.
- Start of synchronization of the next gear - G2, G3, G4 - by operation of the
36 and 37 on one of the load-free first orsynchronization devices 29 or 30;second transmission shafts - Switching one of the gear shafts - 29 or 30 - to the other gear shaft - 29 or 30 - by overlapping opening and closing of the clutches - 27 or 28 - and simultaneously adjusting the speed of the constant motor 9, so again at the end of the switching process about the same translation as before the switching is present;
- After the switching operation is completed, the change of the transmission gear ratio is effected by changing the rotational speed of the constant-displacement motor 9.
Das Schalten etwaiger weiterer höherer Gänge bzw. das Schalten niederer Gänge erfolgt analog.The switching of any further higher gears or the switching of lower gears is analogous.
In
Nach
Die in
Claims (18)
- Power branching transmission (1, 40, 46) for motor vehicles having an internal-combustion engine, which drives an input shaft (2, 47) of the power branching transmission (1, 40, 46), said power branching transmission (1, 40, 46) has a plurality of transmission branches (ZI, ZII, ZIII) comprising at least one power shift transmission (3, 43, 51) with a plurality of gears (G1, G2, G3, G4; G1, G2, G3, Rg) and an output shaft (6, 45),
wherein at least one of the branches (ZI, ZII or ZIII) is equipped with a control device (4) operable to change rotational directions of the output shaft (6, 45) during starting operation of the motor vehicle,
wherein the control device (4) is operable to continuously influence the rotational speed of the output shaft (6, 45) during the starting operation and shifted gears of the power shift transmission (3, 43, 51) connected with the input shaft (2, 47),
characterized in that
the input shaft (2, 47) cooperates with a first shifting clutch (27, 52) and a second shifting clutch (28, 53) of a double clutch transmission (21, 43), wherein the first shifting clutch (27, 52) is coupled with a first gear shaft (29, 49) and the second shifting clutch (28, 53) is coupled with a second gear shaft (30, 50), on which first and second gear shafts (29, 49 and 30, 50), loose wheels (32, 33, 34, and 35) are mounted. - Power branching transmission (1, 40, 46) according to claim 1,
characterized in that
the power shift transmission (3, 43, 51) forms a first transmission branch (ZI) and the control device (4) forms a second transmission branch (ZII), which control device (4) cooperates with a transmission branch (ZIII) comprising a compound planetary transmission (5). - Power branching transmission (1, 40, 46) according to any one of the preceding claims,
characterized in that
the control device (4) is formed by a hydrostatic device (7; 44). - Power branching transmission (1, 40, 46) according to any one of the preceding claims 1 or 2,
characterized in that
the control device (4) is formed by an electric drive. - Power branching transmission (1, 40, 46) according to claim 3,
characterized in that
the hydrostatic device (7; 44) has a variable-displacement pump (8) and a fixed-displacement motor (9). - Power branching transmission (1, 40, 46) according to claim 5,
characterized in that
the variable-displacement pump (8) and the fixed-displacement motor (9) of the hydrostatic device (7; 44) are combined to form a constructional unit (10). - Power branching transmission (1, 40, 46) according to claim 5 or 6,
characterized in that
the variable-displacement pump (8) of the hydrostatic device (7) cooperates with the input shaft (2, 47) by way of a spur gear system (13, 48). - Power branching transmission (1, 40, 46) according to any one of the preceding claims 6 to 7,
characterized in that
the fixed-displacement motor (9) of the hydrostatic device (7) drives a sun gear (16) of the compound planetary transmission (5) by way of a second shaft (15). - Power branching transmission (1, 40, 46) according to any one of the claims 2 to 8,
characterized in that
the compound planetary transmission (5) comprises three shafts. - Power branching transmission (1, 40, 46) according to any one of the claims 2 to 9,
characterized in that
a ring gear (17) of the compound planetary transmission (5) cooperates with a shiftable ring gear clutch (18). - Power branching transmission (1, 40, 46) according to claim 10,
characterized in that
the ring gear (17) of the compound planetary transmission (5) is connected with a countershaft (20, 42) carrying gear wheels (22, 23, 24, and 25) of the power shift transmission (3, 43, 51). - Power branching transmission (1, 40, 46) according to any one of the claims 10 or 11,
characterized in that
the countershaft (20, 42) of the power shift transmission (3, 43, 51) is formed by a hollow shaft (26), wherein the second shaft (15) extends between fixed-displacement motor (9) and sun gear (16). - Power branching transmission (1, 40, 46) according to any one of the preceding claims, characterized in that
the first gear shaft (29, 49) is constructed as a hollow shaft (31), which surrounds the second gear shaft (30, 50). - Power branching transmission (1, 40, 46) according to any one of the preceding claims, characterized in that
the first and second gear shafts (29, 49 and 30, 50) are provided with synchronizing devices (36 and 37) for the loose wheels (32 to 35). - Power branching transmission (1, 40, 46) according to any one of the preceding claims, characterized in that
the first and the second gear shafts (29, 49 and 30, 50) are provided with power-shiftable clutches (27, 52 and 28, 53) for the loose wheels (32 to 35). - Power branching transmission (40, 46) according to any one of the preceding claims,
characterized in that
between at least the second gear shaft (41) and the countershaft (42), a reverse gear (Rg) is provided, by means of which the rotating direction of the countershaft (42) can be reversed. - Power branching transmission (1, 40, 46) according to any one of the preceding claims 12 to 18,
characterized in that
the double clutch transmission (43) cooperates with the drive shaft (47) by means of a spur gear system (48). - Method of operating a power branching transmission (1, 40, 46) for motor vehicles having an internal-combustion engine, especially according to one or a plurality of the preceding claims, which drives the transmission input shaft (2, 47) of the power branching transmission (1, 40, 46), said power branching transmission (1, 40, 46) has a plurality of transmission branches (ZI, ZII, ZIII) comprising at least one power shift transmission (3, 43, 51) with a plurality of gears (G1, G2, G3, G4; G1, G2, G3, Rg) and an output shaft (6, 45),
wherein at least one of the branches (ZI, ZII or ZIII) controls the power branching transmission (1, 40, 46) in such a manner that, during the starting operation of the motor vehicle, the rotating direction of the output shaft (6, 45) can be changed, wherein the rotational speed of the output shaft (6, 45) can be continuously influenced during starting operation and shifted gears (G1, G2, G3, G4) of the power shift transmission (3, 43, 51) connected with the input shaft (2, 47),
characterized in that
the method is operated in the power branching transmission, wherein the input shaft (2, 47) cooperates with a first shifting clutch (27, 52) and a second shifting clutch (28, 53) of a double clutch transmission (21, 43), wherein the first shifting clutch (27, 52) is coupled with a first gear shaft (29, 49) and the second shifting clutch (28, 53) is coupled with a second gear shaft (30, 50), on which first and second gear shafts (29, 49 and 30, 50), loose wheels (32, 33, 34, and 35) are mounted.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ATA1360/2004A AT414345B (en) | 2004-08-10 | 2004-08-10 | POWER BRANCH FOR MOTOR VEHICLES |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1626206A2 EP1626206A2 (en) | 2006-02-15 |
EP1626206A3 EP1626206A3 (en) | 2006-12-27 |
EP1626206B1 true EP1626206B1 (en) | 2010-10-27 |
Family
ID=35134417
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05016035A Not-in-force EP1626206B1 (en) | 2004-08-10 | 2005-07-23 | Torque split transmission for motor vehicles |
Country Status (5)
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US (1) | US7361111B2 (en) |
EP (1) | EP1626206B1 (en) |
JP (1) | JP2006052853A (en) |
AT (2) | AT414345B (en) |
DE (2) | DE202005021249U1 (en) |
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-
2005
- 2005-07-23 AT AT05016035T patent/ATE485985T1/en active
- 2005-07-23 EP EP05016035A patent/EP1626206B1/en not_active Not-in-force
- 2005-07-23 DE DE202005021249U patent/DE202005021249U1/en not_active Expired - Lifetime
- 2005-07-23 DE DE502005010436T patent/DE502005010436D1/en active Active
- 2005-08-09 US US11/199,179 patent/US7361111B2/en not_active Expired - Fee Related
- 2005-08-10 JP JP2005232667A patent/JP2006052853A/en active Pending
Also Published As
Publication number | Publication date |
---|---|
US7361111B2 (en) | 2008-04-22 |
ATE485985T1 (en) | 2010-11-15 |
ATA13602004A (en) | 2006-01-15 |
DE202005021249U1 (en) | 2007-07-19 |
DE502005010436D1 (en) | 2010-12-09 |
JP2006052853A (en) | 2006-02-23 |
EP1626206A2 (en) | 2006-02-15 |
US20060032321A1 (en) | 2006-02-16 |
AT414345B (en) | 2013-08-15 |
EP1626206A3 (en) | 2006-12-27 |
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